Rotatable welding jig



June 8, 1954 J. w. SHEFFER ETAL ROTATABLE WELDING JIG l4 Sheets-Sheet 1 Original Filed July 31, 1948 June 8, 1954 J. w. SHEFFER EI'AL 2,530,420

ROTATABLE WELDING JIG Original Filed July 1 1948 I 14 Sheets-Sheet 2 June 8, 1954 .1. w. SHEFFER ETAL 2,580,420

ROTATABLE WELDING JIG Original Filed July 51, 1948 14 Sheets-Sheet 5 awe/Mow Z1?! i mm ATTO R N EY June 8, 1954 J. w. SHEFFER ETAL AROTVATABLE WELDING JIG l4 Sheets-Sheet 4 Original Filed Jply 31,

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June 8, 1954 J. w. SHEFFER ETAL 2,630,420

ROTATABLE WELDING JIG Original Filed July 31, 1948 14 Sheets-Sheet 6 ATTORNEY June 8, 1954 J. w. SHEFFER ETAL 2,630,420

ROTATABLE WELDING JIG Original Filed July :51, 1948 14'- Sheets-Sheet 7 rim- 0 ATTORNEY June 8, 1954 J. w. SHEFFER ETAL 'ROTATABLE WELDING JIG l4 Sheets-Sheet 8 Original Filed July 31, 1945 Mal June 8', 1954 J. w. SHEFFER" ETAL 2,630,420

ROTATABLE WELDING JIG Origina l Filed July 31. 1948 14 Sheets-Sheet 9 'IlIlIlIIIIIfIIIIII/II WW4 /5. v

ATTO R N EY June 8, 1954 J. w. SHEFFER ETAL ROTATABLE WELDING JIG Original Filed July 31, 1948 14 Shets-Sheet 11 w M m 3 M MN mN m m w m on w I on am a m. i ll ilw l 1H- HI llwlllll I vm i J a! h N N F x I g 2 MW h, h L N QM M mm mm mm mm wig 4.74%, a ALIA! ATTOR N EY Jqne 8, 1954 J. w. SHEFFER ETAL ROTATABLE WELDING JIG Original Filed July 31, 1948 1 4 Sheets-Sheet l2 m M We and. 0.61411 I iii ATTOR N EY June 8, 1954 J. w. SHEFFER ETAL l4 Sheets-sheaf 13 June 8, 1954 J. w. SHEFF-ER ETAL ROTATABLE WELDING JIG l4 Sheets-Sheet 14 ATTOR N EY Original Filed .July 31, 1%48 Patented June 8, 1954 UNITED STATES PATENT OFFICE ROTATABLE WELDING JIG ration of New Jersey Original application July 31, 1948, Serial. No.

41,866. Divided and this application December 24, 1949, Serial No. 134,928

4 Claims. 1

This invention relates to apparatus for fabricating sheet metal railroad cars and is a division of application Serial No. 41,866 filed July 31, 1943.

An object of the invention is to provide rotary jig mechanism with clamping means that will hold the component parts of a tacked together sheet metal railroad car in squared-up relation during final welding operations.

Another object of the invention is to provide a rotary jig with mechanism for clamping the sides and ends of an open sheet metal car squarely together during final welding of the component parts.

Another object of the invention resides in the control means of power mechanism for rotating a jig in which a sheet metal car is held in assembled relation for final welding.

Another object of the invention is to provide control mechanism for drive mechanism of a rotary jig that is rendered inoperative to permit rotation of the jig while car clamping mechanism of a fiixture in the jig is retracted from the car.

A further object of the invention resides in jacking mechanism for operating clamping means of a fixture supported in a rotary jig.

'Another object of the invention is to provide a rotary jig for holding a car during final welding operation with mechanism by means of which the jig is locked in upright position until manually released.

Another object of the invention is to provide a rotary jig for a tacked together railroad car with a clamping fixture that can be adjusted iongitudinally for different length cars and which has transversely actuated clamping mechanism.

These and other objects of the invention will be apparent to those skilled in the art from a study of the following description and accompanying drawings, in which:

Figure 1 is a perspective view of the first portion of the assembly line for a hopper car.

Figure 2 is a continuation of the assembly line shown in Figure 1.

Figure 3 is a further continuation of the assembly line.

Figure iis a final portion of the assembly line.

Figure. 5 is a diagrammatic view of the air motor and system for ccntrolling the clamp jacking mechanism.

Figure 6 is an end view of the first rotary jig in the assembly line showing the car in position therein for welding.

Figure 7 isan end-view of the second rotary jig in theassembly line showing the carin another position for'fin'al welding.

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Figure 8 is an end view of the third rotary jig in the assembly line showing the car in upside down position for final welding.

Figure 9 is an end view of one of the jigs taken on line 9-4) of Figure 10.

Figure 10 is a side elevational view of one of the rotary jigs.

Figure 11 is a sectional view of one of the rotary jigs taken on line H-Il of Figure 10.

Figure 12 is a partial enlargement of Figure 11 showing the jig framework, clamping fixture and control mechanism for the clamping mechanism.

Figure 13 is a side elevational view of the structure shown in Figure 12.

Figure 14 is a top plan view of the left hand end of the jig shown in Figure 10.

Figure 15 is an enlarged view of a fragment of the structure shown in'Figure 12.

Figure 16 is a sectional view taken on line I6|6 of Figure 15 showing the control mechanism for the jacking valve and electric rotor system.

Figure 17 is a sectional view taken on line llil of Figure 15 showing a portion of the clamp jacking mechanism.

Figure 18 is a side elevational view of the mechanism located at the station where the sides are applied to the car.

Figure 19 is a top plan view of the mechanism shown in Figure 18.

Figure 20 is a" sectional View taken on line 20-20 of Figure 18.

Figure 21 is a sectional view taken on line 2I2l of Figure 18.

Figure 22 shows the wiring diagram for the electric system controlling rotation of one of the jigs.

Figure 23 is a diagrammatic view of the air control system for the jig locking plungers.

Figure 24 is an end elevation of a hopper car.

Figure 25 is a top plan view of the hopper car.

Figure 26 is a side elevational view of the hop per car.

This invention provides apparatus for assembling the component parts of metal railroad cars on an assembly line. A ton capacity hopper car A has been selected for the purpose of illustrating and describing the invention.

The assembly line is accommodated on a suitable flooring 59 on which a pair of tracks 20 forming the assembly line are suitably mounted. The component parts of the car are assembled in units or in separate pieces, as the case may be, and are moved transversely to the places along the endless track line where theyare to be aster sill weldrnent i on which are fixed the usual 3 bolsters 2, cross bearers S and sub-side sill 3a used in the manufacture of hopper cars.

The underframe is then rolled along the line to station S! where the hopper chute units ii are tack welded to the center sill and the cross bearers. The car structure is next moved along the line to station S2 where preformed units consisting of a cross ridge 4 and ridge angle brackets 3' are next assembled on the car structure. center sill and to the upper edges and end walls of the hopper chutes. Such car structure is next moved to station S3 where the bottom slope flooring is applied. The upper face of bolster beams 2 extend at an angle and receive splice plates 15 overlying the junction between the two sections of the floor sheets i. The floor sheet sections and the underlying splice plate are welded together prior to their application to the car structure and are applied to the car with the splice plate on the upper face I l of the beams 2 to which they are tack welded. The end walls 8 are also tack Welded to the upper edge of the top slope floor sheet section I. At this station floor sheet angle braces It are welded at their upper ends to the floor sheets and at their lower ends to the center sill structure.

The car structure is next moved on to station S i where the preformed end wall units 8 are tack welded in position. These end wall units include vertical posts 9 extending beneath the end wall and joined at their lower ends by sill 9a. The lower ends of end posts 9 are tack welded to sub-side sills 3a. The assembly is next moved on to station S5 where preformed side wall units 52 are applied and tack welded at the corners to the bolsters, hopper chutes, and the end wall units.

These side wall units have a lower rail l7, top chord angle 38 and stakes I9. lea are first welded together, then the top chord angles and side rails are welded on the panel unit and after that the stakes i9 are welded in place. These side wall units are in this manner permanently assembled prior to their application Fl to the sides of the car structure. At this station, top corner angle brackets 13 are welded to the adjacent ends of the side and end wall units.

This car structure is now ready to be moved along the assembly line to station so where top spacer devices 2! are applied. These devices have clamp portions engaging the upper chord angles of the side Wall assemblies and an adjustable rod means extending between the clamps. Spacer devices 25 are applied to the top of the car side walls and serve to accurately maintain the transverse dimension at the intermediate portion of the top of the car during further travel of the car on the assembly line.

Apparatus shown in Figures 3 and 18 to 21 is located at station S3 and is utilized for the purpose of forcing the side units into their final squared-up position for further tack welding operations. Such apparatus includes a stationary framework consisting of two rows of longi- The cross ridges are tack welded to the A series of panels l tudinally spaced upright columns 22, each line of columns being connected at their tops by girders 23 and girders 23 being connected by top cross girders 2 1. This framework carries fixture means in the form of longitudinal beams 25 on which rollers 21:- and guides 2% are mounted for engaging columns 22. These fixture beams 25 extend one along the inside of each line or" vertical columns 22 and are movable vertically into various positions that are necessary for clamping the side wall structure of the car during the tack welding at this station. The beams are raised and lowered by an electric hoist 21 having a drum 23 on which cables 29 are wound and unwound.

= These cables extend over pulleys 39 and 3| are attached to the end portions of beams 25. Counterweights 3| are carried by cables 32 extending over drums 33 mounted on the center upright girders 22 with the cables being attached at their other end to the beams. During vertical adjustment of the fixture beams, rollers 23 and guides 26' will move along the columns maintaining the beams in the same vertical plane regardless f the their adjusted position.

Fixture beams 25 are parallel and are spaced further apart than the width of the car. The fixture beams carry a plurality of jack clamping devices 34 connected to pistons 35 in cylinders 32: that are fixed on carriers 37. These carriers are supported by rollers 28 lying to the outside of the upper beam flange 33 and guide and lock means 39 engaging the outside face of the lower flange ie of the fixture beam. The roller and the guide means on the clamp or jack carrier 3? permit movement of the jacks horizontally along the beam into desired position without changing the distance between the jack and the inner face of the fixture beam and guide means 39 are clamped on the beam by wrenches 3E. Cylinders 3b have air lines ll and 42 connected with opposite ends thereof and such lines connect respectively with manifolds t3 and d3 carried on the underside of the beam. These manifolds are connected with a suitable source of air pressure and a conventional valve is employed to control air flow to the cylinders so that the jacks 3-2 will move similarly to engage the side wall units of the car or to be released therefrom.

The car with the side wall units tack welded at the corners is pushed into the framework at station S5 where the beams are moved to several vertical positions for further tack welding the side well units to other component parts of the structure. For example, at this station the sides are tack welded to the ends of the cross ridges, to the body bolsters and to the hopper chutes. This tack welding of the side units, while held in longitudinal alignment by pneumatic jacks, will square up the sides with the ends in desired relationship. At this point all of the component parts of the car are tacked together in their desired relationship and the car is now ready ior final welding.

Final continuous arc weldment of the tacked component parts of the car takes place at stations Si, Si and S9 in the assembly line and at each of such stations there is a rotatable jig structure B in which the car is firmly held and shifted so that all welding can be made by the operators in the direction of gravity.

These jig structures are similar and a descrip tion of one will suffice for all. The base or floor at each of these stations is formed with a pit 55 into which the jig structure extends and is rotatably mounted. Jig B has a skeleton frame work comprising an outwardly flanged ring 52 at each end with an interior frame 52 and connecting. flange sections 53. This framework further includes pairs of longitudinally extending upper girders composed of I beams 54 and 55 and pairs of longitudinally extending lower girders' composed of I beams 56 and 57; Upper cross girders 58 extend between and are secured to beams 55', lower flooring cross girders 59 extend between and are secured to beams 57 and lower longitudinal flooring girders 62 are secured to girders 59. The longitudinally extendingsets of beams 54, 55 and 56, 5'! extend at an angle of 90 and are secured together and such beams are secured at their ends to the rib sections 53 of the rings. Gussets 63 connect the two I beams 56 and 5?. To the inside of each ring. structure is fixed a drum ring 58 for receiving cables 5| forming. a part of the mechanism for rotating the fig.

Sections of track rails 2?; are supported on lower cross and longitudinal beams 59 and 62.

The jig framework so far described provides a mounting for a fixture in which the car is to be clamped in position for final welding. This fixture is composed of skeleton framework including vertical columns 65, upper cross girders 6B and. vertical clamp carrying beams 6?. Suitable bearing cap structures 68 are fixed to the lower ends of the columns 65 and bear against the lower beams 55 to which they are detachabl'y secured by bolt and nut means 69. These columns 65 are secured at their upper ends to the cross girders 65 that slidably engage the lower flanges of the longitudinal beams 55 and have stub columns 45 attached thereto. Stub column caps 46 are detachably secured to beams 5d. Thus, the fixture can be adjusted longitudinally of the jig framework to suit different car lengths encountered in manufacture. Beams 8'! have upper and lower bearing cap means It, the upper ones of which slidably engage bearing surfaces on the cross girders 6 6 and the lower ones of which engage shoes 43 bearing onbeams 57 and attached to columns 85. I v

Means for clamping the car squarely in the jig structure is carried by the transversely adjustable beams 61. There are preferably four of these clamp beams 51, located two on oppositesid'es of the car and adjacent the ends thereof with the beams at opposite car sides in alignment, The clamps on each beam are similar and include a lower clamp member H and an upper pivoted Q clamp I2 on which is pivotally mounted shoe 13 and shoe I i. I The lower and upper clamps H and I2 are adjustable vertically and suitably secured tothe beams, Y

The mounting for the jig structure is located in pit 5i and include cradle devices each having a centrally pivoted carrier '15 with a roller 76 at each end thereof. The carriers are mounted on base members TI fixed in the bottom of the pit 5 I The rollers engage in the flange rings 52 and are self positioning therewith because of their pivotal mounting. v

Associated with the adjustable car carrying fixture is mechanism for shifting the clamp carrying' beams toward and away from the car sides. Each beam 67 has two similar actuator or jacking devices for transverse shifting thereof, see Figure 17,- consisting of a rod It extending through col-. lar- I9 on an anchor member 36 fixed to the beam.

Abutments 81 are pinned to the rod at each end of the collar'. Rod is has a worm gear portion 8:?

exceeding through casi g 83 fixed on beam s s.- Hollow worm gear as is rotatably mounted in casing 83 and drivingly engages the worm gear portion' of the rod and' is driven by gear 85 fixed on= driven shaft 86-. Gear 81 at the upper end of the driven shaft 85 is actuated by gear 88 on drive shaft 89, the drive shaft extending across and being mounted on cross girder 66. Eachdrive shaft has thereon a sprocket 90 driven by a chain beltsl driven by drive sprocket 92 fixed on the drive shaft of an air motor 83. Thus, at each end of the jig there is an air driven mechanism for operating the jacking devices and each of the air' motors are connected with a suitable source of air supply. The air motors have a conventional pressure responsive air shut-off valve to regulate the jacking pressure exerted against beams 61.-

Control of the air supply for the air motors 93' is shown Figure 5. A suitable source of. air 94 under pressure is connected by line 95 with afourway valve 95 through inlet port 5?. The valve has an exhaust port 98 and also two lines 99 and H10 leading therefrom. The line as is connected to drive the air'mctors in one direction and the line Hid is connected to drive the motors in the opposite direction. There is a neutral position of the valve in which air supply to the motors is out off. When the valve is turned to connect either line 99 or I52! with the air motors, then the other line will exhaust through valve port 98'.

Valve as is turned by means of a manually operated handle ie'l that is also automatically controlled by mechanism thatlimits retraction of the beams 6'? and also controls the'mechanism-for' rotating the jig. Such control mechanism includes rack It: pivoted at I93 to one of the beams 61, see Figure 16, and meshing with gear I 64 on shaft Hi5 mounted on hearing Iilt. Gear Ill! is also fixed on shaft I05 and meshes with a rack "18'' fixedto a control rod structure I69 slidably mounted in guides I liifixed on a column 65. Con trol actuator roller Il-I is carried by rod structure we in a relation to' move handle Ifil to valve shut-off position when the beams 51 have been moved away from clam-ping position with the car at a point limiting retraction movement of the be'ams 61 so that they will not crush gear housings The gearing between rack I62 and the rod structure I09 steps up the movement of rack Hi8 relative to the rack rod I 02 and the roller II I A is located on rod Hid a proper position to move the handle I01 downwardly to shut off the valve 96 as the beams GI approach gear housings 83. In the operation of the clamping mechanism, han die I81 when horizontal position shuts off air flow through the valve. In order to operate the 1 jacking'mechanism to shift the beams 67 to clamp the car handle It! is moved downwardly from horizontal position thereby opening line 99 to one side of air motor and connecting line Hit leadmg to the other side of the an motors with the 4; tion above horizontal as shown. in Figure 12 whereupon the source of air will flow through line We to valve exhaust outlet 98, As the beams 61 moves toward the car, clamps II and shoes 13 of clamps 12 m engage theside units of the car. Clamps I2 will be rocked, due to the engagement of shoes l3 with the sides of the car, to swing shoes 74 down in clamping engagement against the upper surface of the top channels of the car side units. To withdraw the clamps from engagement with the car the valve handle IQ! is shifted to a posithe air motors and line 99 from the air motors will be open' to the valve exhaust outlet 98. The gear mechanism including drive shaft 89 and 7 driv shaft'dfi willthu's be turned in the opposite *diisctidnand will rever e the jacking drive to move the beams 51 away from the car. As the beams are thus being moved, clamp I2 will swing by gravity back to normal position and rack I02 will operate to actuate the mechanism associated therewith to move rod structure I39 downwardly so that by the time beams 61 approach gear housings 83 roller II I will be moved downwardly sufiiciently to force valve control handle IIlI into horizontal shut-off position. The control rod structure I09 is arranged to control switch H2 forming a part of the circuit for controlling actuator mechanism for rotation of the jig. The arrangement is such that the jig cannot be rotated when the car is unclamped in the jig. This mechanical drive will apply equal movement of the clamp carrying beams insuring squaring up of the car and the pneumatic drive therefore will prevent undue pressure being applied to the sides of the car.

Cables SI are actuated by a mechanism located in the pit 55 at the rotary jig stations. Electric motor I i3 operates drive shafts I I4 through gearing H4 and on the ends of the shafts are fixed drums H4 for actuating the cables. The cables are of sufficient length to rotate the jig at least 180 from its normal unloaded position. The cables are wrapped around the drums H4 and fixed to the rings 60 by conventional means.

In order to insure positioning of the jig in normal position for loading and unloading a car, a locking device is provided for association with each end ring structure or" the jig. These devices are similar and each includes a plunger rod M5 for engaging in a recess in a bracket I It suitably fixed to a ring 68. The plungers are connected with pistons I28 in cylinders II! fixed on the flooring 59. In Figure 23 thereis shown a system for controlling these locking devices. Four-way valve Iii! is connected with a source of compressed air I13 by line I29 and has an exhaust outlet I2I. Lines I 22 and I23 connect the valve with the cylinders at one end of the pistons I23 and lines I22 and I25 connect the valve with the cylinders at the other ends of the pistons I25. When lines I22 and I23 are open to the source of compressed air, lines I24 and I25 will be open to the valve exhaust I2I and when lines I24 and I25 I are open to the cylinders then lines I22 and I23 will be open to the valve exhaust I2I. Thus by turning the valve the locking device [Hi can be moved into the recesses in bracket I It or removed therefrom. In this manner the rotatable framework can be kept locked against rotation until rotation is desired.

A super structure consisting of columns I10, longitudinal girders III and transverse girders H2 extends over the rotary jigs at stations 81, S8

and S9. The tacked together car is moved along the rails from station S8 to station S'I. As the locking plungers H5 engage brackets H6 on the jig it will be locked in normal position so that the car can be moved along the tracks into the jig. While the jig is still locked, the jacking mechanism is put into operation to move the clamp bearing beam 6's toward the sides of the car and the clamps "II and I2 will engage the sides to hold them in proper squared up relation. The electric motor H3 is started, after the car is clamped, to operate the mechanism for driving the drums I III and thus cause the jig to be rotated to a position, as shown in Figure 6, where the car will be turned to place one side uppermost. While the car is held in this position the operators apply a. ground to the car and use their electrodes inside and outside of the car for continuously Welding the backed together component parts of the car that can be reached with the electrodes pointed toward the flooring, that is, in the direction of gravity. Some of the operators work outside of the car while others work inside of the car. Upon the completion of the welding operations at this station the electric motor for driving the drums I It is put into operation to rotate the driving mechanism in reverse direction to thereby cause the drum to rotate reversely to its normal position. When the drum is in such position the locking plungers IE5 are again engaged with brackets its. Following this return of the jig to normal position, the air motors 93 are started up in reverse causing the jacking mechanism to move the beams 6'! away from the car sides so that the clamps II and "I2 will be retracted.

The car is next moved from station ST to station S8 and the jig is controlled in the same manner as at station S! but is rotated to place the other side of the car in uppermost position as shown in Figure 7. At this station the operators again operate within and outside of the car to continuously are weld the tacked together joints that can be reached with the electrodes pointed in the direction of gravity. Following this welding operation the jig is returned to normal position and the fixture is actuated to release the clamps. The car is then moved down the line to the third. jig where the last final welding step takes place. At this station the jig is controlled in the same manner as the "gs were at stations SI and S8 with the exception that the jig is ro-' o of the car with their electrodes pointed in the directionof gravity. In the three positions in which the car is held in the rotary jigs all of the tacked together joints can be reached by the operators so that their work will all be of a down welding nature. Some of the operators use the stationary framework over the jigs for gaining their positions and ladders I13 can be utilized by the operators to reach the top of the stationary framework from which point they can descend and do their welding operations on the uppermost portions of the car.

Obviously the lower portion of the car will have considerably more weight than the upper portion and pockets are formed between the upper beams 55 and 54 for the reception of counterweight slugs I14. such pockets being closed by caps Il5, see Figures 4 and ll. This counterweighting will reduce the power efiort required for rotation and will provide a safety factor in the operation of the jig.

The control system for reversible electric motor H3 is shown in Figure 22. The motor is of the three phase AC type and power lines P, P and P lead to a forward and reverse control switch 2&0 with which lines 2?, 2H2 and are associated. Extending between this switch and the motor in the power line is a main control switch 205. Forward switch 295, reverse switch 2% and stop switch 20'! are manually actuated to control the operation of the motor. Vernier switches 258 and 2&9 are also included in the control system for The system also includes switch H2 previously;

I referred to. Switches -2 i8 and 21! are controlled by cams M2 on a jig ring 152 for cutting out the motor to prevent overtravel of the jig in this ro-. tation to welding position. An emergency'cut out switch 2 i3 for stopping the motor is also provided in the control system. Switch 255 is actuated by.

the jig locking device M5 to out out the motor circuit while the jig is locked. Light fit is con nected in the circuit to give a when the jig is unlocked and the clamps are engaged whereby the operator will know when it issafe tostart the electric motor to rotate the jig.

The switches are interconnected by wiring so that the motor can be started in desiredidirection and stopped with safety.

Switch 2t; must be closed to operate the motor. Switch 235 is manually'operated when the motor is to be driven forward, switch 296 is manually operated when the motor is to be driven in reverse and switch it? i; operated to stop the motor. As rod structure lfliioperates switch M2 to open the circuit when the clamps in the jig are released from the car, the motor can operate only when the clamps engage the car. As one of the locking plungers H5 opens switch 21 3 when engaged with the bracket M6, the motor cannot be operated until the jig is unlocked. The control switches 2&5 or 2 are manually operated to cause the motor to rotate the jig and when the jig approaches the position to which it is rotating switch 285 or 296 whichever is utilized is released. The switches 208 or 2% are then utilized to intermittently energize the motor to jog the jig to final desired position of rotation. cause the heavy tonnage being rotated makes it difficult to accurately stop the rotation at the desired point. Switches 2m and 2-H are actuated by cams 2E2 located to limit the rotation of the jig beyond desired positions. Switch 213 is for an emergency when rotation of the jig must be stopped.

The invention may be modified in various respects as will occur to those skilled in the art and the exclusive use of all modifications as come Within the scope of the appended claims is contemplated.

What is claimed is:

1. In a jig for positioning a tacked together metal railway car during final welding, a rotatable framework, a railway track extending longitudinally of said framework, a fixture mounted on said framework and enclosing said track, said fixture including vertical beams mounted for transverse movement on each side of said framework equidistant from said track, mechanical means for transversely moving each of said vertical beams, an operative connection between said mechanical means for synchronizing movements of said beams whereby the oppositely disposed beams are constantly maintained equidistant from the track and from a car on the track, clamp members fixed to each of the beams in position to engage the lower portion of the car sides, C-shaped clamps pivotally mounted on each of the beams at substantially the same height as the top of the car sides and having their arms directed substantially toward the car sides, said arms each being provided with bearing surfaces at their outer ends, the upper arm being located above the upper edge of the car side and the lower arm being located below the upper edge of the car side, whereby as the beams are moved inwardly said lower arm bearing surface engages the car side rocking the upper arm This jogging drive is necessary be-Z'a:

t ack, id fix ur in hd na e i al bet -m5- mounted for ransver e ov men ea h i e of sa fr me ork am-d an f m aid rack, m chan c l m ans or transversely m n ea h o said vertical b ms an ope a e c nne t on betw cn's ism .anioal me n for s ch oniz n mo eme ts f sa b ams h b the p s l sposed a s are cons an l ai in d equidist nt om he t ac a m a ca o the t a k. clamp m mbe fix d t ch o h eams at substantially the hei ht of the lower portion of the car s d s -sh n cla p car i rs ri e a lv mou t d on ech' ft be ms a ace t the top of the car sides and having their arms directed substantially toward the car, an upper clamp shoe pivotally secured on the upper arm ofeachs'aid carrier, a lower clamp shoe pivotally secured 'to the lower arm of each'said' carrier, said lower clamp shoe being formed with a ,subl tane tie-11y vertical bearing Surface adapted fi 'i i fi g 'tl ienpper "portionof' said car side as the beams are moved transversely toward the car, said upper clamp shoe having a downwardly facing bearing surface adapted for engagement with the upper edge of the car side as the carrier is rotated on its pivot responsive to engagement of the lower shoe with the car side.

3. In a jig for positioning a tacked together metal railway car during final welding, a rotatable framework, a railway track extending longitudinally of said framework, a fixture mounted on said framework and enclosing said track, said fixture including vertical beams mounted for transverse movement on each side of said framework equi-distant from said track, mechanical means for transversely moving each of said vertical beams, an operative connection between said mechanical means for synchronizing movements of said beams whereby the oppositely disposed beams are constantly maintained equi-distant from the track and from a car on the track, clamp members fixed to each of the beams in position to engage the lower portion of the car sides, C-shaped clamps pivotally mounted on each of the beams at substantially the same height as the top of the car sides and having their arms directed substantially toward the car sides, said arms each being provided with bearing surfaces at their outer ends, the upper arm being located above the upper edge of the car side and the lower arm being located below the upper edge of the car side, whereby as the beams are moved inwardly said lower arm bearing surface engages the car side rocking the upper arm bearing surface into engagement with the top edge of the car side so as to restrain the car from any vertical or lateral movement, an air motor for actuating said mechanical means, a manual control for said air motor, and an operative connection responsive to predetermined retraction of said beams, between said beams and said manual control, for shutting oif the supply of air to said motor upon reaching said pre-determined retracted position.

4. In a jig for positioning a tacked together metal railway car during final welding, a rotatable framework, a railway track extending lon- 1 1 gitudinally of said framework, a fixture mounted on said framework and enclosing said track, said fixture including vertical beams mounted for transverse movement on each side of said framework equi-distant from said track, mechanical means for transversely moving each of said vertical beams, an operative connection between said mechanical means for synchronizing movements of said beams whereby the oppositely disposed beams are constantly maintained equi-distant from the track and from a car on the track, clamp members fixed to each of the beams in position to engage the lower portion of the car sides, C-shaped clamps pivotally mounted on each of the beams at substantially the same height as the top of the car sides and having their arms directed substantially toward the car sides, said arms each being provided with bearing surfaces at their outer ends, the upper arm being located above the upper edge of the car side and the lower arm being located below the upper edge of the car side, whereby as the beams are moved inwardly said lower arm bearing surface engages the car side rocking the upper arm bearing surface into engagement with the top edge of the car side so as to restrain the car from any vertical or lateral movement, means for rotating said framework including an electric motor, controls 12 for said motor, an operative connection, responsive to movement of said beams to and away from car clamping position, between one of said beams and said controls for breaking the motor circuit and preventing rotation of the framework when the beams are retracted from clamping position.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 563,939 McBride et a1 July 14, 1896 1,501,879 Keller July 15, 1924 1,751,077 DArdenne Mar. 18, 1930 1,753,263 Cromwell Apr. 8, 1930 1,910,259 Raymond May 23, 1933 11,933,639 Schafer Nov. 7, 1933 2,117,435 Langstroth May 17, 1938 2,164,567 Burke July 4, 1939 2,215,735 Jones Sept. 24, 1940 2,277,631 Bullock Mar. 24, 1942 2,288,796 Edwards July 7, 1942 2,301,636 Nicol Nov. 10, 1942 2,342,179 Cicsa et a1 Feb. 22, 1944 2,537,350 Hunt Jan. 9, 1951 FOREIGN PATENTS Number Country Date 539,716 France June 30, 1922 

